Sleeve-valve internal combustion engine



Aug. 30, 1932.

J. A. H. BARKEIJ SLEEVE VALVE INTERNA-L COMBUSTION ENGINE Original Filed Feb. 19. 1927 FIC. s4

16.. fizl' 2' Sheets-Sheet 1 mutuo@ Aug.V 30, 1932. J. A. H. BARK'EIJ SLEEVE VALVE INTERNAL COMBUSTION ENGINE original Filed Feb. 19. 1927 2 Sheets-Sheet 2 oO 1/VV 0 A. I n

FIG.&

Patented Aug. 3o, 1932, 1,374,223

.UNITED STATES, PATENT wml:Y i l` @4N .L n; Beanies-r Ateliers@ uniform; l SLFmrYAW-r mwmf-eeeemeuswmn @Nerim f Applicationled Februaryl?, 1,927,` Sell-milio. 169,50@ enewedvlay 10, 19732,.

The primary objectof my invention is to ignition means, 12 is the annular space beeliminate the seizing or cramping of .the tweenthe lower end ofthe head 4 andthe topsleeves between the piston and cylinder wall end of theA piston v in its highest position. by the lateralthrust of the piston due to the 13 is`the`inletl port and 14 the exhaust port in explosive pressurelas is fully explained in the inner sleeve, 162 is the inlet port below 55 the Patent No. 1,072,860Sept. 9,1913 to Ch. and oppositethe exhaust'port 17' inl the outer Y. Knight. J y sleeve. 18 and 19v are the. inlet1 and exhaust The present invention is designed to overport in the cylinder,20is the lug on the outer come this disadvantage by providing the outsleeve affording means of attachment to. the 15 er sleeve with a thrust extension atthe upper i well known excentric mechanism lfor operat. and lower endor by providing a shoulder on ing it, 21 is the lug for the inner'sl'eeve, 22 is the inside of the top andbottom end of the the' recess in the cylinder extension 9 for the cylinder to secure a sliding surface' for the lug l'20, 23 isa recess of smaller depth for the top and bottom end ofthe inner sleeve. lug 21as can be better seen in their relative 15 The inner sleeveand head canthus be re- A Aposition from Fig. 6. 20a and 20.7) iare theVY 65. leased from all thrust and both lsleeves are4v wrist' pin and crank pin for the lug 20, 21a released from any reciprocal friction due toand 2lb those for the lug 21, 24 is the part the difference in speed of the sleeves. of the extension 9 between the recesses 221 and* Fig. 1 is a cross-sectional view of a sleeve 23.25 is the connecting rod, 26. the wrist pin 2o valve engine in which the inner sleeve is profor .the :working piston 15, 27 the explosion 470 vided with extensions. Fig. -2 shows the's'ame spacein the head 4 above the center of lthe pis'- engine in which the cylinder is provided with tbn" 1 5, y28 theexpansion s ace. l Screws 29 are the thrust surfaces for theilnner sleeve; Fig. theineans which attach tlie lower and upper 3 shows a section of 4I`ig` .v1on tlielevelvof theannular ring'to .the inner sleeve, though one 25 lug 20 ofthe outer'sleeve of F ig.1 and Fig. 2.-' of these might `be. nade inherent with the 75 Fig. 4 shows a'seetion of Fig. 1 on the level sleeve. Oneof the annular ringscan be weldof the lug 21 of theinnensleeve of Fig. 1.' ed totheinner sleeve after the outer sleeve is Fig. 5 shows a section of Fig. l2 on the level telescoped thereoven Both might beV made of the lug 21 of the inner sleeve of Fig. 2.y integral with the innervsleeve' if the outer Fig. 6 shows the recesses intheeX- tension 9 sleeveiscut in two, placed around the inner 30 of the cylinder 1v` and the position of the stasleeve, and Aafterwards welded. tionary annular ring 10a as shown in Fig. 2. In Fig. 2the same numbers represent the Fig. 7 shows the bridges in the ports of the same parts. The annu-lar extensionsA 5a and cylinder wall. Figs. 8, 9i, 10 are a modifica 10a are herehowever attached to the cylinder tion. instead of tothe inner sleeve. i A 8 In Fig. 1, 1 is the cylinder, 2 the outer' Fig. 3 shows the extension 9 with the recess sleeve, 3 the inner sleeve, 4 thereentrant head, 22 for the lug 20, 4the outer sleevel 2,`.the inner 5 is the annular extension on thel to of the sleeve-3,the spaee() between .the cylinder and inner sleeve, Gthe space above it, Gat ie vspace outer sleeve, and the space 30a .(Fig. 2)

below, and thrust surface 10.` 7 is a compresbetween the sleeves.l These spaces are hereV 9o sion ring above uthe ports intheputer sleeve,- represented Vby-` a single line.

7a rings between those portsyb below those --In Fig..4 the extension 9 Withthe recess'22 ports, 8 is the lange'of ythe cylinder tov be atand -thef 'recess -23 for the lug 21is.shown and viached to the crank case (or forming a part the part 24, the inner sleeve 3 with the annuthereof) 9 is an extension protruding'into the lar ring 10 whichmight beconstructed Vals a 96 crank `case and not being vsubjected lto -the solidpart'ofthe 4lug-21and then attached to longitudinal stresses ofthe cylinder l aboveV the sleeve, or mightnbeconstructed as asepaf the flange 8. 10 is Vthe annular ring attached rate part welded ory attachediby screws to the to the bottom end offthe inner sleeve and innersleeveas shown).

might form a solidpart with-the lug 21. 11-is Fig. VA5' `shows the vextension 9 with the re-v 100 cesses 22 and 23, the annular ring 10a attached to this extension and providing the same recess 23 for the lug 21.

Fig. 6 shows a side view of the recesses 22 and 23, 23a in the extension 9 andthe part 24 of this extension.

Fig. 7 shows the bridges in the ports of the cylinder wall. Y

Figs. 8, 9, 10 show sectional views-ofamodiication of Figs. 1 and 2 and the same numbers represents the same parts. f 2a is an extension of the outer sleeve 2 and the lug 20 is attached to this lip. rIhe annular ring 1() or 10a which can again be attached to the sleeve or to the cylinder is provided with a partial recess32. 'Y

In Figi 1 the inner sleeve receives the thrust from the piston due to the oblique connecting rod and transmitsthis thrust not to the outer sleeve but to the cylinder by means of the annular rings 5 and 1() which have a little greater outside diameter than the outside diameter of the inner sleeve. As in a practical arrangement of the ports of the sleeve'and the respective eccentrics as shown in Fig; 1 connected with the lugs 2O and 21, there' is a cooperation of the edges of the exhaust and (inlet) ports in the outer sleeve with the edges of the exhaust and (inlet) ports in the cylin- .der wall, the outer sleeve is provided with rings above the inlet port and rings between the exhaust and inlet port and below the exhaust port for reasons of sealing and oil pumping. The outer diameter of the outer sleeve is so much less than the inner diameter as to prevent any seizure of the outer sleeve between the inner sleeve and the cylinder wall. rlhese rings can be of the expansion type or split rings welded'after they are put in place. ing of the inner sleeve due to the maximum lateral thrust "will result in such a small deflection, that the decrease of the diameter of the outer sleeve has to be very little, as is shown greatly exaggerated in the drawings. This lateral thrust should be taken up by an adequate surface of the annular rings 5 and 10, which should be about equal to the surface of the piston. The friction will wear out the of the cylinder piston surface quicker than this surface, having smaller reciprocation, better lubrication,

better cooling.

In Fig. 2 the with a slight modification.

same principles are applied The thrust surfaces are on the top and bottom end of the' cylinder and the surfaces increase and decrease according tothe osition of the sleeve. In the construction of ig. 1 the thrustr surface is constant. When thepiston is in top position ready for explosion, the inner sleevel is approximately in its top position and the top thrust surface is a maximum near the oint where the pressure is greater.

In Fig. 1 the lower end of the outer sleeve has to remain inany position above the inov- T he amount of bendable annular ring 10 and in Fig. 2 this end has equally to remain above the stationary annular ring 10a. In Fig. 2 the inner sleeve is slightly longer to provide suiiicient thrust surface when the inner sleeve is in its top position. In Fig. 2 the inner diameter of the outer sleeve is a little larger than that of the outer diameter of the inner sleeve andthe rings 7 c and 7 d can be placed on the outside of the inner sleeve on beth sides of the ports which are practically on the same level. The advantage of this construction is, that the unequal expansion of the sleeves, on account of the different amount of heat received and dispensed by the two sleeves, will not affect the friction between the two sleeves and the space 30a will prevent any seizure. Metals Witlrdifferent and same expansion coefficient and different specific weight can be used without complication. Steel sleeves can be used without a coating of white metal on the inner or outer sleeve. The oil from the oil lead 31 should have access through the holes 31a in the outer sleeve. However the space 30 and 30ay on both sides of the outer sleeve can be used and both sleeves should be provided by packing members on the outside or inside.

It is understood that the decrease of friction between the piston and the cylinder wall (said cylinder having a single diameter throughout) can be equally decreased by providing not only the inner sleeve with two thrust surfaces at the upper and lower end thereof, but also the inner sleeve. The two thrust surfaces of the inner sleeve should slide in that case upon the inner diameter of the outer sleeve, and the two thrust surfaces of the outer sleeve on the single diameter bore of the cylinder. The total friction surface is equally here decreased to a minimum, but slightly greater than that cf the arrangement of Figs. 1 and 2, and the outer sleeve may bepinched between the piston and the inner sleeve, though the surface of pinching will be greatly decreased, like that in Figs. 1 and 2, where it is practically eliminated, except for the oil rings in the inner and outer sleeve. In this latter arrangement oil may be fed also through pipe 31, and oil holes 31a in the outer sleeve, between the inner and outer sleeve. VIt is preferred to introduce said oil on the exhaust side as shown in Fig. 2. It is further especially preferred to make the oil holes 31a in the inner sleeve only at the exhaust side of the cylinder and sleeves. During the inlet period there exists a partial vacuum around the inlet ports, tending to suck the oil through the ports 16, and 13, into the combustion chamber 27, causing too much carbon therein. In both constructions ofFig. 1 and Fig. 2 the head is released from all thrust and compression rings in multiple instead of the usual junkring will be more efficient here and the small rings will not break so easily. i Inv the construction of Fig. l the exhaust and inlet ports` inthe cylinder wall should be provided with ybridges to prevent the rings from catching in the ports. If these rings are placed on the inner sleeve only as in Fig. 2 the bridges haveto be transferred to the ports in theouter sleeve.. The ports in the inner sleeve should have bridges also on account of the position of the piston. vThose bridges `should coincide v.with those ofthe outer sleeve in radial planesfromthe axes of the cylinder. .1 A

e It is understood that the same construction can be applied Aon engines with a. single sleeve or with more than two sleeves to decrease the friction in general. The rings above and below the port Vcan also be incorporated., Y

The construction is equally applicable where said sleeve is subjected also to longitudinal stresses .as shownvin my Patent No. 1,595,372. i e

It is further understood that one annular ring can be made integral tothe upper `end of the cylinder wall as shownrin Fig. 2 andV the other tothe crank shaft endof the innerV sleeve as shownin Fig. 1. This construction has the Crreatadvantage that the `annular ring can tbe `respectively made integral with the cylinder and sleeve, the outer s eeve can be slipped over the inner, and the annular rings can be made solid with cylinder and sleeve without welding. The reverse of this construction vhas not the same advantage, the lug and annular ring of the inner sleeve is made detachable. It is further understood that the lower thrust surface can be enlarged to about half way the water cooled surface of the cylinder and a recess can be made in the annular ring V10 of vthe inner sleeve for the arm, in the form of an are, of the outer sleeve which would have then, comparatively, a cylindrical body much shorter than that shownin Fig. 1. The relative position of the lug 20 attached to this outer sleeve will look similar to Fig. 3 indicated by the dotted lines 32, and this lug 20.V will reciprocate equally in the recess 22 of the extension 9 and the annular ring 10 or 10a but does not need to stay above the lug 2l which can be attached to the broad annular ring 10 which extends half way the water-cooled cylinder wall. The space 6b is transferred to a higher location, 6b as shown in Figs. 8, 9 and a lip. 2a extends downwards in an arc cut away from the annular ring 10 or 10a to provide means to attach the lug 20, as is sufliciently shown in Fig. 10. In Figs. 8-10 again are possible two constructions with respect to the thrust surfaces and spaces. The inner surface of the outer sleeve can be made fitting snugly the outer surface of the inner sleeve. The outer surface of the upper part of this sleevecan be machined smaller than the diameter of the cylinder bore, the lower part keeps the 10a shouldbe provided with a diameterl of the cylinder boreland can be cutolf, except for the lip 2a with the lug 20, and thegother part l0 with the lug 21 can be attached to the inner sleeve as a thrust surface 10. The lip 2a has to be decreased on the outside surface to the diameter of the upper part to` prevent seizure. The outer surface of theV outer sleeve can be` made however equal to the cylinder bore andthe inner surface decreased with respect to the outer surface of the inner sleeve. -The inner surface of thelower part has to fit exactly the outer surface of the innersleeve, like in the first construction, in fact the outer sleeve can be shrunk upon' the inner sleeve so far as this partrlO is concerned. The lip 2a has now to be decreased on the inside to prevent seizure. In both vcases can the lugs 2,0 and 2l be made solid with the outer sleeve. The lug 21 is later transplanted on the inner sleeve in any way in which the annular part 10 Vcan .be attached to 'the inner sleeve. If. this part 10 as 10a will be attached to .the cylinder as shown in Fig-2, then the lug should be madeintegral with the respective sleeves, and the. part recess 23a' as shown in Fig. 6, which'` extends as far as recess 23. The space 6b is a disadvantage from a cooling standpoint,`but thesingle will favor heat con-V sleeve below this space duction from within, layers of oil.

The loiling of the outer sleeve can be done from vthe top or from the side as shown in The thrust surface can be of course incorporated at `the top end of the cylinder as shown in Figs. 1 and 2. Like for the Figures 1 and`2 be applied on both sides of the surfaces'of the outer vsleeve and eventually provided with compression and oil rings.

A single recess 22 can be `made to prevent a weakening ofthe extension 9 on account of the twowrecesse's 22, 23 and to ample width; the inner'sleeve can be there being only two prolonged and the lug 21 lowered so that this.

lug 2lv movesbelow the extension 9 as shown in Fig. 3 and the annular ring 10 will move inside the extension as shown in F igs. 1,l 3 or will'beattached to the insiderof the extension fas shown in Figs. 2 and 6. The inner sleeve inthis case can be provided with` a recess for the connecting. rod of the workingpiston.'

Avariation of this construction with' two recesses'however, but stiffer, can be made so that' the annular ring will cover'the lower the spaces 30 and 30a `may allow lugs of part of the recess 22l as shown inFig. 6 and i can be cutaway for the recess 23av to prevent a lengthening of 4the inner` sleeve las mentioned above. The-lugr20cannot pass below the upper part "of the annular ring 10a which is-now stationary as shown in Fig..2.` The lug 21 moves now in a recess 23 `of the eX- tension 9 and 23a'of the annular ring 10a.

The thrust from the piston during the eX- plosion stroke should be in general' awayv from that side where the recesses are in the extension 9, thrust surface 10 or 10a.

l. Internal combustion engine in combination, a cylinder with 'an extension protruding into the crank case, a reentrant head, a working piston, a sleeve between said head, piston and said cylinder, provided with a horizontal annular extension at the top-and bottom end, of a diameter greater than the middle partof said sleeve, said annular extension having a diameter equal to the cylinder bore.

2. Internal combustion engine in combination a cylinder, a reentrant head, a reciprocating piston, two concentric sleeves between said cylinder and said head and piston, annular thrust surfaces between the outer surface of the inner sleeve and inner'surface of said pressure directly fromtheinner sleeve to the cylinder, said thrust surfaces ofl such a diam eter, that the outer sleeve cannot be seized between the inner sleeve andthe cylinder wall. Y 3. A- structure as set forth in claim 2 in which said thrust surfaces are respectively attached to the top end of the cylinder and the bottom end of the sleeve.

4. An internal combustion engine compris ing a cylinder, a reentrant head, two concentric sleeve valves between said cylinder and saidhead, a piston reciprocating in the inner one of said sleeves, an annular thrust surface between the outersurface of the inner sleeve and the inner surface of said cylinder, said thrust surface located at the lower end of said cylinder and inner sleeve, said surface of such a diameter that the outer sleeve cannot be seized between the inner sleeve and said cylinder at theV lower end thereof, where said sleeve is driven by a mechanism reciprocating said sleeve in timed relation withsaid piston.

5. An internal combustion engine comprising a cylinder, two concentric sleeves in said cylinder, a reentrant head and reciprocating piston in the inner one of said sleeves, an annular thrust surface between the outer surface of said inner sleeve and the inner surface of said cylinder, said thrust surface located at the upper end of said cylinder and inner sleeve, said surface of such a diameter that the outer sleeve cannot be seized between the inner sleeve and said cylinder at the top end thereof, said surface transferring the piston cylinder'wall instead of to the outer surfacev of said reentrant head. V

6. An internal lcombustion engine, comprising a. cylinder, two concentric sleeve valves in said cylinder, a reentrant head and reciprocating piston within the inner one of said sleeves, an annular thrust surface attached' to the lower end of saidV inner sleeve, said surface of such a diameter that the'outer sleeve cannot be pinched between' said inner sleeve and cylinderwall by the piston on the eXplosion strokeat the lower end of said cylinder.

7 An internal combustion engine, comprising a cylinder, two concentric sleeve valves in said cylinder, a reentrant head and reciprocating piston inside the inner one of said sleeves, an annular thrust surface attached to the upper end of said inner sleeve, said surface of sucha diameter that the outer sleeve cannot be pinchedbetween said inner sleeve and cylinderwall by the piston on its explosion stroke at the upper end of said cylinder, thereby freeing also said reentrant head from any pressure transferred from said piston to said inner sleeve and from said inner sleeve to said reentrant head.

8. rIn a sleeve valve internal combustion engine, having a cylinder with an extension in the forni of a sleeve protruding into the crankcase, two concentric sleeves inside said cylinder, a piston reciprocating in the inner one of said sleeves, said cylinder and sleeves provided with inlet ports opposite exhaust ports at the upper end thereof, at least one of said sleeves provided at the upper and lower end with'thrust surfaces to decrease the friction betweentwo adjacent cylindrical surfaces of said sleeves and cylinder.

J. A. H. BARKEIJ.

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